Change-speed gearing.



.PATENTED JUNE 23, 1908.

W. E. GOODYEAR.

CHANGE SPEED GEARING.

urmonmn FILED NOV.20,1906.

s SHEETS-SHEET 1.

Witnesses 1 I Inventor} Attorneys.

M ya? 2mm No. 891,536. PATENTED JUNE 23,1908.

w. B. GOODYEAR.

CHANGE SPEED GEARING.

APPLICATION FILED NOV. 20, 1906.

3 SHEETS-SHEET 3.'-

it 3 o 1g Witnesses 3:9 26. 5:9 I Altorfieysemerged sectional viewdriven member. I,

splinedinto the shaft l so the; it will lutai T Tl srna Fit/E.

CHANGE-SPEED GE ARING.

No. senses.

Specification of Letters Patent.

Patented June 23, 1908.

Application filed November g0, 1906.- ,Serial NofMLfiYQ.

To all whomtt may concern;

Be it known that 1, WILLIAM EDWARD GOODYEAR, a subject of the KingofGreat Britain and Ireland, and residing in Newark,

in the county of Essex, State of New Jersey, have invented acertain-new-and useful Iniprovementin Change-Speed Gearing, of which thefollowing is a specification.

Theobject I have in view is the production of a. change speed gearing ofvery simple construction and which renders possible a number of speedchanges with a smaller number of gearsv than has hitherto been used, I

The invention is particularly applicable to the driving gears of.automobiles, but it is not restricted to such use, as it may be used inany situation where it is desirable to secure a plurality (of speedchanges driven through a positive gearing.

I attain the objects of my invention by the mechanism illustrated in theaccompanying drawings, in which Figure 1 is-a longitudinal section ofthe essential parts of a gear embodyingmy invention, showin the relativeposition of the parts to secure t e first or slow speed, Fig. 2 1s aview of the same but at right angles thereto, showing the position ofthe parts when driving at the second or intermediate speed, Fig. 3 is aview similar to Fig. 1, showing the position ofthe parts at the third orhighest speed, Figs. 4. and 5 are modifications of thegear shown in thefirst three views, Fig. 4 illustrating the position of the parts at theslow s eed in solid line and at igh speed in the roken line, and Fig. 5showing the position of the parts in the intermediate or second speed,Fig. 6 is an enlarged view of the clutch portion. of the gyratingmember, Figs. 7, 8, 9 and 10 show another modification of the inventionwhich secures four speeds, Fig. 7 showing the parts in the position theyassume at the first or slow speed, Fig. 8, at th second or interme diatespeed, Fig. 9, at'the. third, and Fig. 10

at the fourth 01" highest speed; Fig. 11 is an of the clutch whichformsa portion of the gyrating member.

In all the views, like parts are designated by these-me reference lettes.

Referring first to Figs. 1, 2 and 3, the shaft 1 is the driving memberand the casing 2 the The shaft 33 is slide-lit";

therewith but may be'longitudinally moved in relation. thereto. Theshaft 3 rotates within a sliding sleeve or bearing 4 which is heldagainst longitudinal movement on the shaft by collars, as shown. Thesleeve 4 is carried in bearings in the frame 5. The head of the shaft 3carries .two studs (Sand 7, upon whichare mounted gears 8 and 9intermeshed with each other, which. are also adapted to intermesh withan internal gear '10 which is carried by, or formsa portion of, thedriven member 2. I may be of skeleton form but is preferably-a hol owcasing, as shown, so that it will serve as an oil retainer. It has onebearing at (1 upon the bearing sleeve 4 and another bearing at b uponthe frame or casing 11. The studs 6 and 7 are placed off the center ofthe shaft so that the centers of the studs and the The drivenmembercenters of the gears 8 and 9 will rotate in a" circular-orbit of asize depending upon the distance of the centers of the studs from thecenter of the shaft 3. I The hub of the gear 8 is connected to, or formsa portion of, a universal joint connecting it with the shaft '12. I

The shaft 12 slides and rotates within a sleeve 13, which is connectedto a shaft 14 by a second universal joint. The shaft 14 is keyed or tihtly clamped in a bracket 15, Fig. 2, whic frame 11, so that the shaft14 an 13 cannot revolve. fixed in one end of the sleeve 13 anda clutchmember 17 is fixed in the other end, both of the clutch members havingtheir teeth facing each other. The member 17 is bored for the shaft 12so that i'tmay slide thrbugh and rotate in it. A double ended clutchmemthe sleeve A clutch member 16 is her 1 is fixed on the end of theshaft 12 between the"two members 16 and 17., so that as the shaft 1.2 isslid in or out the member 18 will engage either of the members 16 or 17.When the member 18 engages either of the members 16 or 17 the'shaft 12and gear 8 cannot rotate, but they have movement.

An operating lever 19 serves to move the sleeve 4 and with it the shaft3, gears 8 and 9 and shaft 12 to different positions depending agyratingon the position of the lever 19. The end of the casing 2 withinthe frame 11 is. shown as provided with a beveled gear 20 which engageswith two beveled gears- 2h These beveled gears aremountedupori'atshaftfiQ which may be I Inentby the clutch memhers 16 and 18.

' assume to drive driven member 2 at one movement of the lever 19sliding the shaft 3.

the rear shaft or the wheel shaft of an automobile or any other powerabsorbing device. In connection with an'automobile, the two gears 21, 21may be 'loosel mounted u on the shaft 22 and they may e connectedthereto, by clutch,,in any well rotarymotion in both directions may begiven to the shaft 22. Any known mechanism for this purpose maybe used.

Fig. 1 shows the position of the parts for securing the low The clutc'hmember 18 is caused to engage with .the clutch member 1 This is causedby the he same movementwill cause the gear 8 to mesh With the internalgear 10 and the gear 9. to unmesh or disengage with such As the shaft 3revolves,-the stud 6 will carry the gear 8 around with a gyratingmovement, the gear being locked a ainst rotary movegyratmg movement Imean an orbital movement of a member around a center, movement aroundits own axis. In the example illustrated, this ear has half as manyteeth as the gear 10. herefore the gear 10 and driven member 2 ar'erotated in the, same direction as the shaft 3 but at half its speed. Inthis position the gear 9 freely rotates upon its su porting stur 7 as anidler, as it is not in mes 1 with the gear 10. The two ears 8 and 9 areof such width that they can e mounted in the staggered position shownand will always be in mesh. The gear -10 is of less width than t e faceof the gears 8 and 9. 7

parts moved to a position. for the second or intermediate speed, and inthis position the clutch member 18 lies intermediate the clutch members16 and i7 and does not engage with either, but, on the contrary, is freeto revolve within the sleeve 13. In this position, both of the gears inmesh with the internal gear 10. the three gears together and they act asa clutch so that the shaft 3 and driven member 2 rotate together at thesame speed, asone solid sprocketpiece, making a direct drive.

In this position there are no gears rotating but the clutch member 13will rotate within the sleeve 13.

Fig. 3 shows the parts in the position they I at the high speed. Herethe member 18 cngagch the member 1 causing the parts 12 and 13 to haveagyrating movement. The gear 9 is in mesh with the gear 8. The gear 8,partaking ofa gyrating but not a rotary movement, will cause the gear 9to rotate at the same speed as the shaft 3 and in the same direction atthe same time it is carried around bodily by the stud 7, thereby drivingthe internal gear 10 and and a half limes the speed of the drivingmember.

7 again,

that the gears 24 and In the gearing shownin Figs. 1 three speeds aresecured with but thz -e gears; no other gearing has been heretoforeproduced driving at three speeds with only three gears.

Figs. 4, '5 and 6 illustrate a form of the de vice which will give threespeeds with the use of four gears. In this arrangement, the shaft 3.ismounted in the sliding bearing 4, as

before, and is connected to the driven member 2 in the same manner. Inthis modification, the head of the shaft 3 has but one stud 23 which isarranged to one side of the longitudinal center of the shaft 3. Uponthis stud 23 are gears 24 and 25 somewhat analogous to the gears 7 and8, already described. The driven member 2 has internal gears 26 and 27.Th

together. The shaft 12'is connected to turn iii time with the gears by,a universal joint, as before described. The shaft 12 has an enlargementat its other end upon which are splines or teeth 28 which engage withinternal splines or teeth on the inside of the sleeve 13. The inside endof the shaft 14 is of the bevel gears 21, 21. g

In ig. 4 the gear 24 is shown in mesh with t e internal gear 26 and withthe teeth or splines 28 on the shaft 1 with the internal teeth on thesleeve 13, so

25 cannot rotate but the shaft 2 is rotated. The inter- 26 is shown ashavin "one-quarter gyrate as nal gear more teeth than the gear 24.herefore the one-quarter the speed of the driving member.

Fig. 5 shows the parts so moved that the gear 24 is out of mesh with theinternal gear 26 andthe gear25 is in mesh with the internal gear 27. Theteeth or splines 28 of the shaft 12 still engage with the internal teethon the sleeve 13 so that the gear 25 still has the gyratin'g movementand cannot rotate. As shown, the gear 25 has half as many teeth as thegear 27, so that the'driven memher will rotate at half the speed of thedriving member which. ill produce the intermediate gear.

The internal gear 27 provided withlhgs or teeth 29 on one side. A lug 30is, rovided on the end of the shaft 3, the said 11- being so arranged asto clear the gear 24.-

sliding the parts further to'the. left the teeth'on the shaft 12 go outof with'rhe internal teeth into a clearance spac engagement v 31, sothat the shaft 12 can freely rotate within the sleeve 13. v At the sametime the lug 30 will be brought into engagement. with the lugs29,1naking a di rect drive at the higlr'speed. The position of the-partsis shown in the brolten line in 2 and 3,

on the sleeve 13 and.

2 in engagement clutch forced to gyrate.

Fig. 4. This form of gear has an advantage than the speed of the drivingmem er, and

the third speed bein at the same speed as the driving member. n thismodification, the' shaft 3 carries two studs 32 and 33, two gears 34 and35 (these gears being mounted uponthe stud 32) and a gear 36 on the stud33.

The driven member 2 is rovided with an in ternal gear 37 and a sma lerinternal gear 38. The shaft 12 is provided with splines or teeth 28, asdescribed in connectionwith the preceding modification. The sleeve 12 issomewhat different from that illustrated in Fig.6 as it has internalteeth or splines at both ends and a clearance space 39 about midway. Thegears 35 and 36 always intermesh and these gears have wide faces similarto the gears 8 and 9 in the first embodiment of the invention. Thesupporting stud 33 for the gear 36 is bent or curved around the gear 34,as shown. Fig. 7 shows the parts in position with the gear 34in meshwiththe internal" car 37. At the same time the teeth 28 upon t e shaft12 are in engagement with the internal ears on the sleeve 13, so thatthe car 34. wil gyrate but will not rotate, an in theproportion of gearsillustrated, will drive the (lllVell member 2 at one-quarter of thespeed ofthe drivi. "shaft 3. Y 3

In ig. 8, the parts are moved to a position where the gear 34 is.unmeshed from the gear 37 but the gear 35 meshes with the internal gear38. The shaft 12 is still locked with the internal splines on the sleeve13. Consequently the gear 35 cannot rotate but is The gear 35 is shownas having half the number of teeth as, the internal gear 38; conseuently the driven member moves at hal s eed. At these two speeds thegear 36 wii act as an idler, as it will not engage with either of theinternal gears. It engages only with the gear 35.

In Fig. 9, the parts are moved to a position in which both the gears 35and 36 are in mesh with the internal gear 38. This looks all of thegears in the same manner as shown in Fig. 2, at the same time the teeth28 on the shaft ,12 are in the clearance space 39, so that the shaft 12is free to rotate within the sleeve 13. In this position, the shaft 3being locked to the driven member 2, will give a dii'ect drive for thethird speed.

In Fig. 10, the parts are moved to the position where only the, gear 36is in mesh with the internal gear 38 and the clutch teeth 28 on theshaft 12 are again in mesh with the internal splines or teeth'on thesleeve beyond the idle space 39. In. this position the action is thesame as that illustrated in Fig. 3, and

the driven member revolves one and a half times the speed of the drivingmember, thus, constituting the fourth speed. It is to be understood thatit is not nec'es sary to use gears of the ratio shown, such beingrforthe purpose of illustration. 1 i

he invention may be modifiedin'many" ways, those shown' beingsolelyjforthe purpose of illustration. r

The form of clutch used upon the ratin member, it is to be understoodJs'not limite to the structure showninthedra wing. The

. '80 .form of clutch shown in Figs,6 and 11 may be used in place ofthat shown'in Figs. 1, 2

'myinvention.

Inaccordance with the provisions of the patent statutes, 1 havedescribed the principle of my invention together with the appaand 3without departing from the spirit of ratus which I nowconsider to reresent the 7 best embodiment thereof; but desire to have it understoodthat the apparatus shown is merely illustrative and that the inventioncan be carried out in other ways.

1. A gearing aving in combination a driv. ing member, a driven member,and means-for positively transmitting themotion of the.

riving member to the iven member at different speeds, such "meanscontaining an element w ich travels in a circular pathwithout rotatingon its own axis.

driving megnber, a driven member, and means for positively transmittingthe motion of the drivingmembe'r to the driven member at difierentspeeds, such means containing an element which travels in a circularpath without rotating on its own axis, and an element that rotates.

- 3. A change speed gearing containing positive means to obtain as manychanges of speed as it contains gears, the axes of such gears being afixed distance apart. l 4. A change speed transmission gearingcontaining a driving member and a driven member, wlth positive means todrive the driven member at as many different speeds as there are gearsand having all gears arranged at fixed distances between centers, therebeing means to connect the driving member to the driven member to drivewithout chan e of speed.

5. A c ange. speed gearing containin a shaft, and stud thereon ofi thecenter Fine thereof, a gear mounted upon such stud, a gyrating partconnected to the gear, an internal gear adapted to-be intermeshed withthe first gear and means for sliding the studsup orted gear into and outof engagement wit the internal gear, and means for preventing rotationof the gyrati ng part.

- .100 2-. A gearing having in combination a i 6. A gearing haying incombination a driv- This specification si ing member, a drlven member,and means this nineteenthday of ovember, 1906.

for positively transmitting the motion of the 1 iving member, to thedriven member at WILLIAM EDWARD GOODYEAR. 5 different speeds such meenscentainma W1tnesses:

LEONARD H. DYER, JN ROBT. TAYLOR lned end witnessed

